Dedicated Revenue Mechanisms for Freight Transportation Investment (2012) / Chapter Skim
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Pages 70-76
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From page 70... ...
70 Economic Impact Methodology The research team used existing econometric models to estimate the relative economic impacts of the leading revenue mechanism candidates. This analysis was undertaken to determine the overall impact of a freight infrastructure tax or fee, any differences between the candidate mechanisms, and the relative impact on different transportation and industry segments.
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71 of the six market segments. These utilization rates were combined with 2008 FAF data to determine the average VMT, commodity loading, backhaul percentage, and average haul length for each market segment.
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72 Actually, implementation timelines are not yet predictable given the conceptual state of most proposals. Estimated costs were passed through each market segment to translate to higher delivered commodity prices.
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73 deciding whether to buy a diesel or gasoline truck. The research team did not model costs for other fuel types, such as natural gas, assuming that the portion of the truck market using other fuel types would continue to be negligible for the forecast period in question.
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74 SCTG Code SCTG Description Annual Truck Trips >700 miles Cross Mode Elasticity Baseline Trucking Cost $m Diesel Tax Diesel/ Gas Tax 01 Live animals/fish 11,669 0.0% 2,710 22 22 02 Cereal grains 502,725 1.5% 28,522 290 310 03 Other ag prods. 1,494,025 3.7% 19,193 187 193 04 Animal feed 762,507 2.8% 10,856 158 185 05 Meat/seafood 1,302,373 3.0% 5,793 72 80 06 Milled grain prods.
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75 a percentage basis, the fuel tax and VMT fee scenarios are all relatively similar. These three scenarios primarily differ in magnitude from implementation and compliance costs.
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76 duction costs have minimal impact on these sectors. In contrast, manufacturing and service sectors are very sensitive to production costs and can readily convert increased profitability into investment and ensuing productivity.
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